Internal combustion engine



y 8, E. V\YIOVRKMAN 2,002,759

INTERNAL comsuswxou ENGINE Filed Sept. 26, 1955 s Sheets-Shez 1 I N VEN TOR. E500! IVE/A man A TTORNEYS.

May 28, 1935. J E. WORl (MAN.

' INTERNAL COMBUSTION ENGINE Filed Sept. 26, '19s: 5 Sheets-Sheet 2 INVENTOk. Bau h o nfma/r %@f/ A TTORNEYS.

May 28, 1935. WQRKMAN 2,002,759

INTERNAL COMBUSTION ENGINE Filed Sept. 26, 1933 3 Sheets-Sheet 3 I N V EN TOR. Emu h/nma/r A TTORNEYS.

Patented May 28, 1935 PATENT INTERNAL ooMBUs'non Enema V Esau Workman, Corcoran, Calif.

Application September 26,1933, Serial No. 691,028 w v I I f4.cr iims (cm-a) "Ihisinvention relates to an improved construction for internal combustionengi'nes. The invention comprises'a number of valuable improvements: which maybe ingeneralgrouped under two heads. (1) an improved valvular means for controlling the supply of explosivedischarge the scavenging of the piston cylinders, and (2) an improved means for connecting cooperating pistons together and for transmitting the power which they generate toa common crank One objectv of the invention is to provide a construction wherein the movements of the pistons a'reso timed with relation to the valves which control. the intake. and exhaust that ampletime will be provided for an eflici ent scavenging without lessening the efliciency 'of'the power produc tion ofthe engine. Y

Another objectv otthe invention-is to provide a mmy manning mechanical movement feature which enable the individual piston cylinders of the engine? to ,cooperate 'in a more effective manner- In regard to this featureoftheappa ratusa. series of improved cammembers and cam operating partsto cooperate: with them are pro- Still another object oftheinvention is to pro vide an arrangement of piston cylinders and cooperating pistons therein whichwill function in such a manner as toguard against thepiston cylinders being rwerheadzed, but will nevertheless contain a sufiiciently rapid nmvem'entof the pistonsto maintain eflicient power production.-

Other objects, advantages and features of the invention may hereinafter appear. 1 Referring to the accompanying drawings which illustrate what is at present deemed to be a preferred embodiment of the invention. Y Fig. l is a longitudinal vertical section of the engine showing three out of theioin' sets of piston cylinders and their cooperating parts. This view is sectioned on line f-| of Fig. 4.

Fig. 2 is a cross section taken on line 22 of Fig. 1.

Fig. 3 is a view on line' 3--3 of Fig. 1 showing the parts in a different working position. The upper and lower portions of the plane of section coincide with the plane on which Fig. 2 is seetioned.

Fig. 4 is a top plan view of the complete structure except that parts of the piping are broken away. A bottom plan view would present a similar appearance.

Fig. 5 is a section of the crank shaft illustrating the relative positions of the crank portions thereof.

Referring'i n detail to the drawings, in Fig. 1 is show nan engineframe or casing IB which forms a supporting means, and to opposite sides of which are secured the engine cylinders; To one side of this frame are secured the piston cylinders II which are arranged in spaced parallel'relation to each other, and to the opposite side of said casing to are secured the piston cylinders l2 each of which is located in alinement with a piston cylinder H thus providing for sets of alined cooperating pistons. Withinsaid pistoncylinder H is located a cylindrical piston I3 and within each cylinder I2 is located a cylindrical piston I4. Hence there is oppositeto each cylindrical piston P3 a'cooperating' cylindrical piston l4.

The alined pistons I3 and M are rigidly connected together by rods l'5 which, together with the cross rods f6, form rigid driving frames; one frame for each group-oi four cooperating pistons. The crank shaft H is locatedcentrally with relation to the piston cylinders of each group and the crank'portion F8 thereof (Fig. 3) which cooperates witheach group of pistons has rotatably mounted upon it a rotor l9. Around said rotor f9 isextended a cam carrying driven frame 28,

. said frame having mounted upon each side thereof, oriormed as an integral part of it, an elliptical cam element H which has in spaced relation to its rim portion a central member 22 mounted upon the cam bymeans of a web 23. Between each central member 2'1 and the outer portion of the cam element- 2i of which it forms a part is an endless raceway 24'. Each raceway N is engaged by a stub shaft 25 which projects from the frame bar H at that side of the structure; These raceways are elliptical and their long axes extend at substantially a right angle to the direction in which the pistons reciprocate. During operation the engine cylinders reciprocate the stub shafts 25 verticalfy and thereby also move up and down the entire cam supporting structure or frame 28. Simultaneously with this up and down movement said frame is given a lateral oscillation by reason of its operative connection with the crank shaft, which will next be described.

The cam frame 20 carries two laterally projecting stub shafts 20a which are oppositely disposed with relation to the center of said frame. Each of these stub shafts has mounted upon it an anti-friction roller 20?). Between these rollers is fitted with a working fitthe rotor I9 which is carried by one of the crank portions l8 of the crank shaft l I.

It is to be understood that, owing to the fact of one side.

that the engine is provided with three cooperating groups of pistons, each group having therein 'four pistons, it is possible to arrange the cam structure which has been described in such a manner that there will be a uniform effective transmission of power from the engine cylinders to the crank shaft.

Means will next be described for controlling the intake ports and exhaust ports of the engine. The intake pipe 29 of each cylinder communicates with an intake port 30, and there is also provided for the cylinder an exhaust port 3| which communicates with the exhaust pipe 32. Within each piston cylinder I I, or I2, is mounted a sleeve valve 33 which is necessarily in alinement with the corresponding valve at the opposite side of the crank casing. Each of these sleeve valves is provided with an arm 34 connected therewith in an offset manner. These arms 34 arein turn united by a cam-surrounding frame 35. Fixed to the crank shaft and located within this frame is the cam element 36 which, through the cam guide members 31 carried by said frame, causes the rotation of the crank shaft toreciprocate the camsurrounding frame vertically, thus operating the valves which control the intake and exhaust.

The upper sleeves 33 travel to the firing position (see Fig. 2) and they remain stationary at this point and act as a motor head while the crank turns 70 further. Then sleeves 33 travel downwardly during a further crank movement of 80. This brings the port hole 44 in sleeve 33 from alinement with the spark plug to the exhaust position and thus completes. the charged stroke Meanwhile the opposing side has been performing the opposite cycle as follows: The lower two sleeves 33 travel with the crank while the latter turns30 and then stand still thus holding the head H! in the exhaust position while the crank advances 70 and forces a complete scavenge by the time thercrank reaches the 280 position. Then sleeve 33 again starts to move and continues to do so until it closes the exhaust port 44, the crank, during this time, advancing 80 to the 360 position and forcing out the explosive mixture which now goes through the check valve 39 into the sleeve 33. Thus the travel of the crank shaft from the 280 to the 360 position has caused the sleeve 33 to close the exhaust and intake and compress the explosive mixture within the cylinder H,

The explosive mixture does not enter the sleeve 33 while the contents of said sleeve is being fired or scavenged. The explosive mixture is forced through the bypass valve 39 in the head of sleeve 33 from the inside of outside cylinder II or l2 to the inside cylinder or sleeve 33 as the piston and sleeve travel up, or .out, after the sleeve has paused at 280 until the piston has reached the head of the sleeve 33 and completely scavenged itself. This type of engine has a four point crankshaft firing order with two pairs of pistons in consecutive unison, upon their respective travel to firing points.

Referring to certain preferred details of construction the crank webs 45a and 45b, integral with the crank shaft l1 and its crank portions l 8, are provided to reinforce the structure while maintaining it in a compact form. The structure just described provides an efiicientmeans for securing the rotor l9 upon the crank portion l 8, as shown in Fig. 1.

Two carburetors C are provided, the uppermost of which is shown in Fig. 4.

I claim:

1. In an engine, a group of piston cylinders which are arranged in pairs, the cylinders which compose each of said pairs being in a parallel spaced relation to each other, supporting means whereon said cylinders are mounted, a piston rod frame, pistons carried by said frame, a piston being thus provided for each of .said cylinders, a crank shaft having a crank portion, a rotor mounted on said crank portion, a frame having a central portion in an operative relation to said rotor, said frame having raceways at opposite sides of said rotor, and means mounted upon said piston rod frame to travel along said raceways and thereby actuate the last recited frame and rotate said shaft, said raceways being elliptical in shape and havingtheir long axes directed at substantially right angles to the direction of the reciprocationof said piston rod frame.

l 2. In an engine, a group of piston cylinders which are arranged in pairs, the cylinders which compose each of said pairs being in parallel spaced relation to each other, supporting'means whereon said cylinders are mounted, a piston rod frame, pistons carried by said frame, a piston being thus provided for eachof said cylinders, a crank shaft having a crank portion, a'rotor mounted on said crank portion, a frame. having a central portion in an operative relation to said rotor, said-frame having endless raceways at opposite sides of said rotor, and stub shafts on said piston rod frame operatively engaging said raceways.

3. In a mechanical movement structure, a reciprocatory. driving frame, means to support said frame andguide it during reciprocation, a crank shaft having a crank portion, a rotor mounted on said crank'portion, and a driven frame operatively related to said rotor, said driven frame having at opposite sides of said rotor endless raceways and said driving frame having stub shafts which engage said raceways whereby the reciprocation of said driving frame causes a .gyratory movement of said driven frame to gyrate, said rotor and rotate said shaft.

4. The subject matter of claim 3 and, said raceways being elliptical with their long axes extending at substantially a right angle to the direction in which said driving frame reciprocates.

ESAU WORKMAN. 

